WO2024075417A1

WO2024075417A1 - Ceiling traveling vehicle stopping device and traveling vehicle system

Info

Publication number: WO2024075417A1
Application number: PCT/JP2023/030203
Authority: WO
Inventors: 靖久伊藤
Original assignee: 村田機械株式会社
Priority date: 2022-10-05
Filing date: 2023-08-22
Publication date: 2024-04-11

Abstract

This ceiling traveling vehicle stopping device is a stopping device which is attached to a rail provided on a ceiling, and which stops a ceiling traveling vehicle that travels along a travel path configured by the rail. The ceiling traveling vehicle stopping device comprises an engagement part that can be engaged with the rail, and a body part including an elongated member extending downward from the engagement part. The body part includes a first part to be detected by an obstacle sensor of a ceiling traveling vehicle that travels along a first travel path on the travel path, and a second part to be detected by an obstacle sensor of a ceiling traveling vehicle that travels along a second travel path parallel to the first travel path on the travel path.

Description

Overhead vehicle stopping device and vehicle system

One aspect of the present invention relates to an overhead vehicle stopping device and a vehicle system.

An overhead vehicle stopping device is known that is attached to a rail on the ceiling and stops an overhead vehicle traveling along a travel path defined by the rail. As an example of this type of technology, Patent Document 1 describes a stopping device that stops an overhead vehicle when an obstacle is detected by an obstacle sensor on the overhead vehicle. The stopping device described in Patent Document 1 includes an engagement part that can engage with the rail, and an operating rod that extends downward from the engagement part and sets the engagement part to either an engaged state or a disengaged state with respect to the rail.

JP 2015-131502 A

In the above-mentioned technology, if there are multiple locations along a travel route where the overhead vehicle should be prohibited from passing, it is necessary to prepare multiple stopping devices and attach them to each of the multiple locations. Therefore, it is not easy to prohibit the overhead vehicle from passing through multiple locations along the travel route.

One aspect of the present invention was made in consideration of the above situation, and aims to provide an overhead vehicle stopping device and vehicle system that can easily prohibit overhead vehicles from passing at multiple points on the travel route.

(1) An overhead traveling vehicle stopping device according to one aspect of the present invention is a stopping device that is attached to a rail provided on a ceiling and stops an overhead traveling vehicle traveling along a traveling path formed by the rail, and includes an engagement part that can engage with the rail and a main body part including a long member extending downward from the engagement part, and the main body part includes a first detectable part that is detected by an obstacle sensor of the overhead traveling vehicle traveling along a first traveling path in the traveling path, and a second detectable part that is detected by an obstacle sensor of the overhead traveling vehicle traveling along a second traveling path parallel to the first traveling path in the traveling path.

In this overhead traveling vehicle stopping device, by engaging the engagement portion with the rail, when the overhead traveling vehicle travels along the first traveling path, the first detectable portion is detected by the overhead traveling vehicle's obstacle sensor and the traveling is stopped, and when the overhead traveling vehicle travels along the second traveling path, the second detectable portion is detected by the overhead traveling vehicle's obstacle sensor and the traveling is stopped. Therefore, it is possible to prohibit passage on the parallel first traveling path and second traveling path at points where it should be prohibited, without having to prepare and install multiple stopping devices. In other words, it is possible to easily prohibit passage of the overhead traveling vehicle at multiple points on the traveling path.

(2) In the overhead vehicle stopping device described in (1) above, the long member may be rod-shaped, and the first and second detectable parts may be flat. In this case, the long member, the first and second detectable parts can be easily constructed.

(3) In the overhead traveling vehicle stopping device described in (1) or (2) above, the main body may include a first arm member and a second arm member extending from the long member along a direction intersecting the long member, and the first detectable part may be provided on the first arm member and the second detectable part may be provided on the second arm member. In this case, the first detectable part and the second detectable part may be positioned using the first arm member and the second arm member.

(4) In the overhead traveling vehicle stopping device described in any one of (1) to (3) above, the main body may be deformable between an expanded state in which an obstacle sensor of the overhead traveling vehicle traveling along the second traveling path can detect the second detectable part, and a stored state in which the obstacle sensor of the overhead traveling vehicle traveling along the second traveling path cannot detect the second detectable part. In this case, it is possible to easily adjust the areas where the overhead traveling vehicle is prohibited from passing.

(5) In the overhead vehicle stopping device described in any one of (1) to (4) above, the main body may include a pressing part that presses the power switch of the overhead vehicle when it comes into contact with the main body. In this case, the power of the overhead vehicle that comes into contact with the main body can be turned off by the pressing part, thereby forcibly stopping the overhead vehicle.

(6) In the overhead vehicle stopping device described in any one of (1) to (5) above, at least one of the first detectable portion and the second detectable portion may be configured to be removable from the main body portion. In this case, it is possible to easily adjust the areas where the overhead vehicle is prohibited from passing based on the detection results of the obstacle sensor.

(7) A traveling vehicle system according to one aspect of the present invention includes rails that are installed on the ceiling and at least a portion of which is arranged in a grid pattern, overhead traveling vehicles that travel along a travel path formed by the rails, and an overhead traveling vehicle stopping device described in any one of (1) to (6) above that stops the overhead traveling vehicles traveling along the travel path. In this traveling vehicle system as well, the overhead traveling vehicle stopping device makes it possible to easily prohibit the overhead traveling vehicles from passing at multiple points on the travel path.

(8) In the vehicle system described in (7) above, the rails include a plurality of first straight rails extending in a first direction, which is a horizontal direction, and a plurality of second straight rails extending in a second direction, which is a horizontal direction perpendicular to the first direction, and when a rectangular area enclosed by a pair of first straight rails and a pair of second straight rails in a planar view is considered to be one cell, the first detectable part may be detected by an obstacle sensor of the overhead traveling vehicle traveling along a first running path, which is a running path that passes through the first cell, the second detectable part may be detected by an obstacle sensor of the overhead traveling vehicle traveling along a second running path, which is a running path that passes through a second cell adjacent to the first cell, and the main body part may include a third detectable part detected by an obstacle sensor of the overhead traveling vehicle traveling along the third running path, which is a running path that passes through a third cell adjacent to the first cell on the opposite side to the second cell, and a fourth detectable part detected by an obstacle sensor of the overhead traveling vehicle traveling along a fourth running path, which is a running path that passes through a fourth cell adjacent to the second cell on the opposite side to the first cell. In this case, in a so-called grid system, the overhead vehicle stopping device can prohibit traffic on each of the parallel first to fourth travel routes.

(9) In the traveling vehicle system described in (8) above, the main body may be deformable between a first deployed state in which the obstacle sensor of the overhead traveling vehicle traveling along the third traveling path can detect the third detectable part and the obstacle sensor of the overhead traveling vehicle traveling along the fourth traveling path can detect the fourth detectable part, a second deployed state in which the obstacle sensor of the overhead traveling vehicle traveling along the third traveling path cannot detect the third detectable part and the obstacle sensor of the overhead traveling vehicle traveling along the fourth traveling path can detect the fourth detectable part, and a stored state in which the obstacle sensor of the overhead traveling vehicle traveling along the third traveling path cannot detect the third detectable part and the obstacle sensor of the overhead traveling vehicle traveling along the fourth traveling path cannot detect the fourth detectable part. In this case, it is possible to easily adjust the areas where the overhead traveling vehicle is prohibited from passing.

(10) In the traveling vehicle system described in (9) above, the main body includes a first arm member and a second arm member extending from the long member along a direction intersecting the long member, the first arm member includes a first fixed portion and a first movable portion foldably connected to the tip side of the first fixed portion via a first hinge, the second arm member includes a second fixed portion and a second movable portion foldably connected to the tip side of the second fixed portion via a second hinge, and the first detectable portion may be provided on the first fixed portion, the second detectable portion may be provided on the second fixed portion, the third detectable portion may be provided on the first movable portion, and the fourth detectable portion may be provided on the second movable portion. In this case, the folding structure makes it possible to easily adjust the areas where the overhead traveling vehicle is prohibited from passing.

(11) In the traveling vehicle system described in (10) above, the first movable part rotates around the first hinge in either a clockwise or counterclockwise direction in a plan view, and the second movable part rotates around the second hinge in either the other clockwise or counterclockwise direction in a plan view, and the connection point of the first arm member on the long member may be spaced apart in the longitudinal direction of the long member from the connection point of the second arm member on the long member. In this case, it is possible to fold the first and second movable parts so that they overlap in a plan view.

(12) In the traveling vehicle system described in any one of (7) to (11) above, the rails include a plurality of straight rails and an intersection rail arranged horizontally adjacent to the ends of the straight rails with a gap therebetween, and the engagement portion engages with a pair of straight rails that extend along the same direction and are arranged close to or in contact with each other, can pass through the gap in the vertical direction, has an upwardly opening C-shape when viewed from a direction along the pair of straight rails, and may include an abutment portion that abuts against the upper surface of each of the pair of straight rails. In this case, it is possible to specifically realize engagement of the engagement portion with the rails in a so-called grid system.

(14) In the traveling vehicle system described in any one of (7) to (11) above, the rails may include a plurality of straight rails, and the engagement portion may include an insertion portion that engages with a pair of straight rails that extend in the same direction and are arranged close to each other, and that is inserted between the pair of straight rails, and an abutment portion that is connected to the upper side of the insertion portion and abuts against the upper surface of each of the pair of straight rails. In this case, it is specifically possible to realize engagement of the engagement portion with the rails in a so-called grid system.

According to one aspect of the present invention, it is possible to provide an overhead vehicle stopping device and vehicle system that can easily prohibit the passage of overhead vehicles at multiple points on a travel route.

FIG. 1 is a perspective view showing a traveling vehicle system according to an embodiment. FIG. 2 is a side view showing the overhead traveling vehicle of FIG. FIG. 3 is a front view showing the overhead traveling vehicle stopping device according to the embodiment in a fully deployed state. FIG. 4 is a cross-sectional view showing the engagement portion of FIG. FIG. 5 is a plan view for explaining engagement of the engagement portion of FIG. 3 with the lattice rail. Fig. 6(a) is a cross-sectional view taken along the line VI-VI in Fig. 3. Fig. 6(b) is a front view showing an enlarged portion of the overhead traveling vehicle stopping device in Fig. 3. FIG. 7 is a front view showing the overhead traveling vehicle stopping device according to the embodiment in a semi-deployed state. Fig. 8(a) is a cross-sectional view corresponding to the cross section of Fig. 6(a) in the overhead traveling vehicle stopping device of Fig. 7. Fig. 8(b) is a front view showing an enlarged portion of the overhead traveling vehicle stopping device of Fig. 7. FIG. 9 is a front view showing the stored state of the overhead traveling vehicle stopping device according to the embodiment. Fig. 10(a) is a cross-sectional view corresponding to the cross section of Fig. 6(a) in the overhead traveling vehicle stopping device of Fig. 9. Fig. 10(b) is a front view showing an enlarged portion of the overhead traveling vehicle stopping device of Fig. 9. Fig. 11(a) is a plan view of the lattice rail for explaining the fully deployed state of the overhead traveling vehicle stopping device, Fig. 11(b) is a plan view of the lattice rail for explaining the half deployed state of the overhead traveling vehicle stopping device, and Fig. 11(c) is a plan view of the lattice rail for explaining the stored state of the overhead traveling vehicle stopping device. Fig. 12(a) is a plan view of a lattice rail for explaining an example of use of the overhead traveling vehicle stopping device. Fig. 12(b) is a plan view of a lattice rail for explaining another example of use of the overhead traveling vehicle stopping device. Fig. 12(c) is a plan view of a lattice rail for explaining yet another example of use of the overhead traveling vehicle stopping device. Fig. 13(a) is a front view showing a cart that houses the overhead traveling vehicle stopping device, and Fig. 13(b) is a side view showing a cart that houses the overhead traveling vehicle stopping device. FIG. 14 is a cross-sectional view taken along line XIV-XIV in FIG. FIG. 15 is a cross-sectional view showing an engagement portion according to a modified example. Fig. 16(a) is a front view showing the engaging portion of Fig. 15. Fig. 16(b) is a plan view showing the engaging portion of Fig. 15. Fig. 16(c) is a side view showing the engaging portion of Fig. 15. FIG. 17 is a front view showing a fully deployed state of the overhead traveling vehicle stopping device according to the modified example.

The following describes the embodiments with reference to the drawings. In the following description, the same or equivalent elements are given the same reference numerals, and duplicate descriptions are omitted. For ease of explanation, the drawings show each configuration according to the embodiment with its scale appropriately changed. Some drawings also show an XYZ Cartesian coordinate system. In the following description, one direction along a horizontal plane is defined as the X direction (first direction), a direction perpendicular to the X direction and along the horizontal plane is defined as the Y direction (second direction), and the vertical direction is defined as the Z direction.

As shown in FIG. 1, the traveling vehicle system 1 according to the embodiment is a grid system for transporting an item M by an overhead traveling vehicle 2, for example, in a clean room of a semiconductor manufacturing factory. The traveling vehicle system 1 includes, for example, a plurality of overhead traveling vehicles 2, a system controller 5 that controls the plurality of overhead traveling vehicles 2, and a grid-like rail (rail) R on which the plurality of overhead traveling vehicles 2 travel. The item M is, for example, a FOUP (Front Opening Unified Pod) that contains a semiconductor wafer, or a reticle pod that contains a reticle. The overhead traveling vehicle 2 may be referred to as a dolly, a transport vehicle, a transport dolly, a traveling dolly, or the like.

The lattice rail R is provided on or near the ceiling of a building such as a clean room. The lattice rail R extends horizontally and is formed in a lattice shape in a plan view. The lattice rail R includes a plurality of first rails R1 extending in the X direction, a plurality of second rails R2 extending in the Y direction, and an intersection rail R3 disposed at a portion corresponding to an intersection of the first rail R1 and the second rail R2. The top surfaces of the first rail R1, the second rail R2, and the intersection rail R3 form a flat and horizontal running surface. The first rail R1 forms a first straight rail (straight rail), and the second rail R2 forms a second straight rail (straight rail).

In the lattice rail R, multiple first rails R1 extend in a row with gaps between them in the X direction, and multiple second rails R2 extend in a row with gaps between them in the Y direction. On the X direction line, two intersection rails R3 are arranged between one first rail R1 and another first rail R1. On the Y direction line, two intersection rails R3 are arranged between one second rail R2 and another second rail R2. The multiple first rails R1, the multiple second rails R2, and the multiple intersection rails R3 are arranged with a predetermined gap G between them. In other words, the intersection rails R3 are arranged next to the ends of the first and second rails R1 and R2 in the horizontal direction with a gap G between them.

In this embodiment, the lattice rail R is constructed by arranging multiple rail units 100 side by side in the X and Y directions. Each of the multiple rail units 100 has a rectangular shape in a plan view. Each rail unit 100 includes a pair of first rails R1, R1 that form opposite sides of the rectangle, a pair of second rails R2, R2 that form the other opposite side of the rectangle, and four intersection rails R3 that form the four corners of the rectangle. In each rail unit 100, the first rail R1, second rail R2, and intersection rail R3 are supported by support walls, support columns, etc.

The rail units 100 are connected to each other by connecting members 140 and suspended from a ceiling or the like (not shown) by a number of hanging members H. In each rail unit 100, a rectangular area (grid) that is rectangular in plan view and is surrounded by a pair of opposing first rails R1, R1 and a pair of opposing second rails R2, R2 constitutes one cell C.

The shape and range (layout) of the lattice rail R can be adjusted or changed as appropriate by arranging multiple rail units 100 in any layout. The lattice rail R constitutes a travel path along which the overhead traveling vehicle 2 travels. The travel path is set to pass through (connect) multiple cells C in a plan view. In the grid system, multiple travel paths can be set according to the number of cells C.

As shown in Figs. 1 and 2, the overhead traveling vehicle 2 is connected to the system controller 5 via a communication system (not shown) so as to be able to communicate with it. The overhead traveling vehicle 2 travels along a travel path formed by a lattice rail R. The overhead traveling vehicle 2 has a traveling carriage 20 that travels on the lattice rail R, and a main body 10 that is attached to the bottom of the traveling carriage 20 and can rotate freely with respect to the traveling carriage 20. The traveling carriage 20 includes a carriage unit 50 arranged below the lattice rail R, and running parts 30 provided at the four corner positions on the carriage unit 50 in a plan view. The carriage unit 50 is suspended from the lattice rail R via the running parts 30. A carriage controller (control part) 8 is provided inside the carriage unit 50.

The main body 10 can rotate freely around a rotation axis L10 in the Z direction relative to the cart unit 50. The main body 10 has a main body frame 12 formed, for example, in a cylindrical shape. The main body frame 12 includes a disk-shaped top plate portion 12a and a cylindrical frame 12b that hangs down from the peripheral portion of the top plate portion 12a. The main body frame 12 has a shape with an open bottom. The main body 10 is equipped with a transfer device 18 arranged inside the main body frame 12.

The transfer device 18 moves horizontally relative to the travel section 30, and transfers an item M between, for example, a load port (mounting table). The transfer device 18 is rotatable around a rotation axis L10. The transfer device 18 has an item holding section 13 that holds the item M, a lifting drive section 14 that raises and lowers the item holding section 13 in the Z direction, and a side-exiting mechanism 11 that slides the lifting drive section 14 in the horizontal direction. A rotation drive section 16 is provided between the side-exiting mechanism 11 and the lifting drive section 14, which rotates the lifting drive section 14 around a rotation axis along the Z direction relative to the side-exiting mechanism 11.

The running unit 30 has four running wheels 31. Each running wheel 31 is provided with two auxiliary wheels 32. The running wheels 31 are rotated by the driving force of a running drive motor (not shown). The running wheels 31 roll on the lattice rails R. The auxiliary wheels 32 are arranged one in front of and one behind the running direction of the running wheels 31. The four running wheels 31 are steered by a wheel turning mechanism (not shown). This makes it possible to switch the running direction of the overhead running vehicle 2 between the X direction and the Y direction.

The cart controller 8 provides overall control over the overhead traveling vehicles 2. The cart controller 8 is provided, for example, in the cart unit 50. The cart controller 8 controls the traveling of the overhead traveling vehicles 2 based on the transport command. The cart controller 8 controls the transfer operation of the overhead traveling vehicles 2 based on the transport command. The system controller 5 selects one of the multiple overhead traveling vehicles 2 capable of transporting the item M, and assigns a transport command to the selected overhead traveling vehicle 2. The transport command includes a travel command for causing the overhead traveling vehicle 2 to travel to the load port, and a command to grab the item M placed at the load port or a command to unload the held item M to the load port.

As shown in FIG. 2, the overhead traveling vehicle 2 has an obstacle sensor S1. The overhead traveling vehicle 2 is configured to be able to stop traveling of the overhead traveling vehicle 2 based on the detection result of the obstacle sensor S1. The obstacle sensor S1 detects an obstacle located ahead in the traveling direction of the overhead traveling vehicle 2. The obstacle sensor S1 is provided at the bottom of the cylindrical frame 12b. The obstacle sensor S1 is, for example, an optical sensor that detects an obstacle by emitting detection light. The emission area of the detection light may be linear, band-like, or radial. The obstacle sensor S1 may be a sensor that can detect the distance from the obstacle sensor S1. The detection result of the obstacle sensor S1 is acquired by the cart controller 8. When the cart controller 8 detects an obstacle whose distance to the overhead traveling vehicle 2 is less than a specified distance by the obstacle sensor S1, the cart controller 8 stops the traveling of the overhead traveling vehicle 2.

The overhead traveling vehicle 2 has a tape switch (power switch) 12c. The tape switch 12c is a contact sensor that detects contact with the overhead traveling vehicle 2. The tape switch 12c outputs a signal, for example, when it detects contact with a pusher 80, which will be described later. When the tape switch 12c detects contact with the pusher 80, the overhead traveling vehicle 2 stops traveling, for example, by cutting off the power supply.

As shown in FIG. 3, the traveling vehicle system 1 of this embodiment includes an overhead traveling vehicle stopping device 60. The overhead traveling vehicle stopping device 60 will be described in detail below.

The overhead traveling vehicle stopping device 60 is a stopping device that stops the overhead traveling vehicle 2 traveling along the travel path. The overhead traveling vehicle stopping device 60 is detachably attached to the lattice rail R. The overhead traveling vehicle stopping device 60 comprises an engagement part 61 and a main body part 62. In the following description, the vertical direction is referred to as the "up-down direction", one horizontal direction is referred to as the "left-right direction", and the other horizontal direction perpendicular to the left-right direction is referred to as the "front-rear direction".

As shown in FIG. 4, the engagement portion 61 is a member that can engage with the lattice rail R. In the illustrated example, the engagement portion 61 engages with a pair of first rails R1, R1 (hereinafter also simply referred to as a "pair of first rails R1, R1") that extend along the same X direction and are aligned in the Y direction so as to approach each other. The pair of first rails R1, R1 approaching each other in the Y direction are the first rail R1 included in one rail unit 100 of a pair of rail units 100 adjacent in the Y direction, and the first rail R1 included in the other rail unit 100. The pair of first rails R1, R1 may be in contact with each other in the Y direction.

The engaging portion 61 is a C-hook that is C-shaped and opens upward when viewed from the front-rear direction along the first rail R1. The engaging portion 61 is in the form of a bent plate formed by bending a plate material. The engaging portion 61 includes an abutting portion 61A that abuts (is in contact with) the outer side in the width direction of the upper surface of each of the pair of first rails R1, R1. The abutting portion 61A is formed by the upper portion of the engaging portion 61 and includes a flat surface that abuts the upper surface of each of the first rails R1. As shown in FIG. 5, the engaging portion 61 has a width shorter than the gap G in the front-rear direction and can pass through the gap G in the up-down direction. The engaging portion 61 engages so as to be suspended from the longitudinal center of the pair of first rails R1, R1.

As shown in Figures 3, 6(a) and 6(b), the main body 62 includes a pole (long member) 71, a first beam (first arm member) 72, a second beam (second arm member) 73, a first reflector (first detectable part) 74, a second reflector (second detectable part) 75, a third reflector (third detectable part) 76, a fourth reflector (fourth detectable part) 77, and a number of pushers (push-down parts) 80.

The pole 71 is rod-shaped and extends downward from the engagement portion 61. The pole 71 is a cylindrical member with an axial direction in the up-down direction. The pole 71 is, for example, about 2 m long. The upper end of the pole 71 is fixed to the lower surface of the engagement portion 61 at a position in the center in the left-right direction and in the center in the front-rear direction. The axial direction of the pole 71 is perpendicular to the lower surface of the engagement portion 61.

As shown in Figures 3, 7, 8(a) and 8(b), the first beam 72 and the second beam 73 are rod-shaped extending from the pole 71 in the left-right direction. The first beam 72 extends from the pole 71 to one side in the left-right direction. The first beam 72 includes a first fixed beam (first fixed part) 72A connected to the pole 71, and a first movable beam (first movable part) 72B connected to the tip side of the first fixed beam 72A.

The first fixed beam 72A is a cylindrical member with its axial direction in the left-right direction. The first fixed beam 72A extends from the pole 71 toward one side in the left-right direction. The base end side of the first fixed beam 72A is fixed to the pole 71 via a connecting portion (connecting point) 91. The first fixed beam 72A is located directly below the first cell C1, which is the cell C formed by one of the pair of first rails R1, R1 with which the engaging portion 61 engages.

The first movable beam 72B is a cylindrical member similar to the first fixed beam 72A. The base end of the first movable beam 72B is connected to the tip end of the first fixed beam 72A via a hinge (first hinge) 72C. The first movable beam 72B operates to swing around an axis along the up-down direction of the hinge 72C. Specifically, the first movable beam 72B moves such that its tip moves counterclockwise and clockwise toward the front in a plan view. In other words, the first movable beam 72B rotates in clockwise and counterclockwise directions in a plan view around the hinge 72C.

As a result, the first beam 72 is configured such that the first movable beam 72B on the tip side can be folded relative to the first fixed beam 72A on the base end side via the hinge 72C. In the following, the state in which the first movable beam 72B extends parallel to the first fixed beam 72A (the state in which the first movable beam 72B is not folded onto the first fixed beam 72A) is also referred to as the open state of the first beam 72. When the first beam 72 is in the open state, the first movable beam 72B is located directly below the third cell C3, which is the cell C adjacent to the first cell C1 on the side away from the pole 71 in the left-right direction. There are no particular limitations on the hinge 72C, and for example, a torque hinge (free stop hinge) may be used.

3, 9, 10(a) and 10(b), the second beam 73 extends from the pole 71 to the other side in the left-right direction. The second beam 73 includes a second fixed beam (second fixed portion) 73A connected to the pole 71 and a second movable beam (second movable portion) 73B connected to the tip side of the second fixed beam 73A. The second fixed beam 73A is a cylindrical member with the left-right direction as its axial direction. The second fixed beam 73A extends from the pole 71 to the other side in the left-right direction. The base end side of the second fixed beam 73A is fixed to the pole 71 via a connecting portion (connecting point) 92. The second fixed beam 73A is located directly below the second cell C2, which is the cell C formed by the other of the pair of first rails R1, R1 with which the engaging portion 61 engages.

The second movable beam 73B is a cylindrical member similar to the second fixed beam 73A. The base end of the second movable beam 73B is connected to the tip end of the second fixed beam 73A via a hinge (second hinge) 73C. The second movable beam 73B operates to swing around an axis along the up-down direction of the hinge 73C. Specifically, the second movable beam 73B moves so that its tip moves clockwise and counterclockwise toward the front in a plan view. In other words, the second movable beam 73B rotates in the other rotation direction of either the clockwise or counterclockwise direction in a plan view around the hinge 73C.

As a result, the second beam 73 is configured such that the second movable beam 73B on the tip side can be folded relative to the second fixed beam 73A on the base end side via the hinge 73C. Note that hereinafter, the state in which the second movable beam 73B extends parallel to the second fixed beam 73A (the state in which the second movable beam 73B is not folded onto the second fixed beam 73A) is also referred to as the open state of the second beam 73. When the second beam 73 is in the open state, the second movable beam 73B is located directly below the fourth cell C4, which is the cell C adjacent to the second cell C2 on the side away from the pole 71 in the left-right direction. There are no particular limitations on the hinge 73C, and for example, a torque hinge may be used.

The connecting portion 91 of the first beam 72 on the pole 71 is spaced a predetermined length in the vertical direction from the connecting portion 92 of the first beam 72 on the pole 71. The predetermined length is set to be a length greater than the outer diameter of the first beam 72 and the second beam 73.

As shown in Figures 3, 6(a) and 6(b), the first and

third reflectors

74, 76 are provided on the first beam 72. The second and

fourth reflectors

75, 77 are provided on the second beam 73. The first to fourth reflectors 74-77 are rectangular flat plates with a color (e.g. white) that has a reflectance of the light from the obstacle sensor S1 above a certain level.

The first reflector 74 is provided on the first fixed beam 72A. The first reflector 74 has its thickness direction in the front-rear direction, and its upper end is removably fixed to the rear side of the first fixed beam 72A with screws or the like. The first reflector 74 is disposed directly below the first cell C1. The first reflector 74 is detected by the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along the first traveling path, which is a traveling path that passes through the first cell C1 in the front-rear direction. The front-rear direction corresponds to the extension direction of the first rail R1 with which the engaging portion 61 engages.

The second reflector 75 is provided on the second fixed beam 73A. The second reflector 75 is removably fixed to the rear side of the second fixed beam 73A with screws or the like, with the thickness direction being the front-rear direction. The second reflector 75 is arranged so as to be in the same position as the first reflector 74 in the up-down direction. The second reflector 75 is arranged directly below the second cell C2. The second reflector 75 is detected by the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along the second traveling path, which is a traveling path that is parallel to the first traveling path and passes through the second cell C2 in the front-rear direction.

The third reflector 76 is provided on the first movable beam 72B. The third reflector 76 is removably fixed with screws or the like to the front side of the first movable beam 72B when the first beam 72 is in the open state, with the front-rear direction being the thickness direction. The third reflector 76 is arranged so as to be in the same position as the first and

second reflectors

74, 75 in the up-down direction. The third reflector 76 is arranged directly below the third cell C3. The third reflector 76 is detected by the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along the third traveling path, which is a traveling path that is parallel to the first traveling path and passes through the third cell C3 in the front-rear direction.

The fourth reflector 77 is provided on the second movable beam 73B. The fourth reflector 77 is removably fixed with screws or the like to the rear side of the second movable beam 73B when the second beam 73 is in the open state, with the front-to-rear direction being the thickness direction. The fourth reflector 77 is arranged so as to be in the same position as the first to third reflectors 74-76 in the up-down direction. The fourth reflector 77 is arranged directly below the fourth cell C4. The fourth reflector 77 is detected by the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along the fourth traveling path, which is a traveling path that is parallel to the second traveling path and passes through the fourth cell C4 in the front-to-rear direction.

The pusher 80 is a member that presses down the tape switch 12c of the overhead traveling vehicle 2 when it comes into contact with the overhead traveling vehicle 2. The pusher 80 is a cylindrical member with an axial direction extending in the up-down direction. The pusher 80 is removably fixed to the first and

second beams

72, 73 via an attachment portion. The pusher 80 is positioned farther from the first and

second beams

72, 73 in the front-rear direction than the first to fourth reflectors 74-77. The pusher 80 includes a first pusher 81 and a second pusher 82 that is longer than the first pusher 81.

When the first beam 72 is in the open state, the first pusher 81 is provided on the rear side of the tip end (the end away from the pole 71) of the first fixed beam 72A, the rear side of the base end of the first movable beam 72B, and each of the front and rear sides of the tip end of the first movable beam 72B. The lower end of the first pusher 81 provided on the first beam 72 is located above the second beam 73. When the second beam 73 is in the open state, the first pusher 81 is provided on the rear side of the tip end of the second fixed beam 73A, the rear side of the base end of the second movable beam 73B, and each of the front and rear sides of the tip end of the second movable beam 73B. The upper end of the first pusher 81 provided on the second beam 73 is located below the first beam 72.

The second pusher 82 is provided in front of the tip of the first fixed beam 72A and in front of the tip of the second fixed beam 73A. The lower end of the second pusher 82 provided on the first beam 72 is located below the second beam 73. The second pusher 82 functions as a stopper that prevents the first movable beam 72B of the first beam 72 in the closed state from moving until it contacts the first fixed beam 72A (see FIG. 10(a)). The upper end of the second pusher 82 provided on the second beam 73 is located above the first beam 72. The second pusher 82 functions as a stopper that prevents the second movable beam 73B of the second beam 73 in the closed state from moving until it contacts the second fixed beam 73A (see FIG. 10(a)).

In the above configuration, as shown in Figs. 3, 6(a) and 6(b), the first movable beam 72B is opened without folding and extended along the first fixed beam 72A, and the second movable beam 73B is opened without folding and extended along the second fixed beam 73A, so that the main body 62 can be in the next fully deployed state (first deployed state: 4-cell type). In the fully deployed state, the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along each of the first to fourth traveling paths passing through the first to fourth cells C1 to C4 can detect each of the first to fourth reflectors 74 to 77. Also, in the fully deployed state, if the overhead traveling vehicle 2 comes into contact with the main body 62, the pusher 80 presses the tape switch 12c of the overhead traveling vehicle 2, and the overhead traveling vehicle 2 can be stopped in an emergency.

7, 8(a) and 8(b), the main body 62 can be transformed from the fully deployed state to the next semi-deployed state (second deployed state: three-cell type) by rotating the first movable beam 72B counterclockwise in a plan view around the hinge 72C and folding the first movable beam 72B into a closed state. In the semi-deployed state, the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along the first, second and fourth travel paths passing through the first, second and fourth cells C1, C2 and C4 can detect the first, second and

fourth reflectors

74, 75 and 77, respectively, and the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along the third travel path passing through the third cell C3 cannot detect the third reflector 76. In addition, in the semi-deployed state, if the overhead traveling vehicle 2 comes into contact with the main body 62, the pusher 80 presses the tape switch 12c of the overhead traveling vehicle 2, making it possible to make an emergency stop of the overhead traveling vehicle 2. In the semi-deployed state, the second pusher 82 of the first fixed beam 72A functions as a stopper, preventing the first movable beam 72B from rotating counterclockwise in a plan view more than necessary.

Also, as shown in Figs. 9, 10(a) and 10(b), the main body 62 can be transformed from the semi-deployed state to the next stored state (two-cell type) by rotating the second movable beam 73B clockwise in a plan view around the hinge 73C and folding the second movable beam 73B into a closed state. In the stored state, the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along the first and second traveling paths passing through the first and second cells C1 and C2 can detect the first and

second reflectors

74 and 75, respectively, while the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along the third and fourth traveling paths passing through the third and fourth cells C3 and C4 cannot detect the third and

fourth reflectors

76 and 77.

In addition, in the stored state, if the overhead traveling vehicle 2 comes into contact with the main body 62, the pusher 80 presses the tape switch 12c of the overhead traveling vehicle 2, making it possible to make an emergency stop of the overhead traveling vehicle 2. In the stored state, the second pusher 82 of the first fixed beam 72A functions as a stopper to prevent the first movable beam 72B from rotating counterclockwise in a plan view more than necessary, and the second pusher 82 of the second fixed beam 73A functions as a stopper to prevent the second movable beam 73B from rotating clockwise in a plan view more than necessary. In the stored state, the first and second

movable beams

72B, 73B are arranged so as to overlap in a plan view, and the width in the front-to-rear direction is reduced.

Next, an example of how to use the overhead vehicle stopping device 60 will be described. First, for example, a user grasps the lower end of the pole 71 and inserts the engagement portion 61 into the gap G between the first rail R1 and the intersection rail R3, so that the abutment portion 61A of the engagement portion 61 is positioned above the pair of first rails R1, R1. In this state, the pole 71 is moved along the first rail R1 so that the engagement portion 61 is positioned in the center of the pair of first rails R1, R1, and then the abutment portion 61A abuts against and engages with the upper surfaces of the pair of first rails R1, R1, and the overhead vehicle stopping device 60 is suspended from the pair of first rails R1, R1.

Then, as shown in FIG. 11(a), when blocking, for example, the four parallel first to fourth travel paths K1 to K4, the first and

second beams

72, 73 are not folded, and the main body 62 is in a fully deployed state. This makes it possible to stop the overhead traveling vehicle 2 from traveling along the first to fourth travel paths. On the other hand, as shown in FIG. 11(b), when blocking, for example, the three parallel first traveling paths K1, the second traveling paths K2, and the fourth traveling paths K4, the first beam 72 is folded and the second beam 73 is not folded, and the main body 62 is in a semi-deployed state. This makes it possible to stop the overhead traveling vehicle 2 from traveling along the first traveling path K1, the second traveling path K2, and the fourth traveling path K4. On the other hand, as shown in FIG. 11(c), when blocking, for example, the two parallel first and second traveling paths K1 and K2, the first and

second beams

72, 73 are folded, and the main body 62 is in a stored state. This makes it possible to stop the overhead traveling vehicle 2 from traveling along the first and second traveling paths K1 and K2.

As described above, in the overhead traveling vehicle stopping device 60, by engaging the engagement portion 61 with the lattice rail R, when the overhead traveling vehicle 2 travels along the first traveling path K1, the obstacle sensor S1 detects the first reflector 74, and the traveling is stopped based on the detection result. When the overhead traveling vehicle 2 travels along the second traveling path K2, the obstacle sensor S1 detects the second reflector 75, and the traveling is stopped based on the detection result. Therefore, even if multiple stopping devices are not prepared and attached to the lattice rail R, it is possible to prohibit passage on the parallel first and second traveling paths K1, K2 at locations where it should be prohibited. In other words, it is possible to easily prohibit passage of the overhead traveling vehicle 2 at multiple locations on the traveling path.

In the overhead vehicle stopping device 60, the pole 71 is rod-shaped, and the first to fourth reflectors 74 to 77 are flat. In this case, the pole 71 and the first to fourth reflectors 74 to 77 can be constructed simply.

In the overhead vehicle stopping device 60, the main body 62 includes first and

second beams

72, 73. The first reflector 74 is provided on the first beam 72. The second reflector 75 is provided on the second beam 73. In this case, the first and

second reflectors

74, 75 can be positioned using the first and

second beams

72, 73.

In the overhead traveling vehicle stopping device 60, the main body 62 includes a pusher 80. As a result, even if the overhead traveling vehicle 2 cannot be stopped because the first to fourth reflectors 74 to 77 cannot be detected due to a malfunction of the obstacle sensor S1 or the like, the power supply of the overhead traveling vehicle 2 that is in contact with the main body 62 can be turned off by the pusher 80, and the overhead traveling vehicle 2 can be forcibly stopped. It is possible to reliably prohibit the overhead traveling vehicle 2 from passing at multiple points on the travel route.

In the overhead traveling vehicle stopping device 60, at least one of the first to fourth reflectors 74 to 77 is configured to be removable from the main body 62. This makes it possible to easily adjust the areas where the overhead traveling vehicle 2 is prohibited from passing based on the detection results of the obstacle sensor S1. Adjustment of the areas where the overhead traveling vehicle 2 is prohibited from passing based on the detection results of the obstacle sensor S1 can also be made by directly attaching and detaching at least one of the first to fourth reflectors 74 to 77 from the main body 62.

The traveling vehicle system 1 includes a lattice rail R, an overhead traveling vehicle 2 that travels along a travel route defined by the lattice rail R, and an overhead traveling vehicle stopping device 60. In the traveling vehicle system 1 as well, the overhead traveling vehicle stopping device 60 makes it possible to easily prohibit the overhead traveling vehicle 2 from passing at multiple points on the travel route.

In the traveling vehicle system 1, the first reflector 74 is detected by the obstacle sensor S1 of the overhead traveling vehicle 2 when the overhead traveling vehicle 2 travels along the first traveling path K1 passing through the first cell C1 of the lattice rail R. The second reflector 75 is detected by the obstacle sensor S1 of the overhead traveling vehicle 2 when the overhead traveling vehicle 2 travels along the second traveling path K2 passing through the second cell C2 of the lattice rail R. The third reflector 76 is detected by the obstacle sensor S1 of the overhead traveling vehicle 2 when the overhead traveling vehicle 2 travels along the third traveling path K3 passing through the third cell C3 of the lattice rail R. The fourth reflector 77 is detected by the obstacle sensor S1 of the overhead traveling vehicle 2 when the overhead traveling vehicle 2 travels along the fourth traveling path K4 passing through the fourth cell C4 of the lattice rail R. In this case, in a so-called grid system, the overhead traveling vehicle stopping device 60 makes it possible to easily prohibit passage of each of the parallel first to fourth traveling paths K1 to K4.

In the traveling vehicle system 1, the main body 62 can be transformed between a fully deployed state, a semi-deployed state, and a stored state. In this case, it is possible to easily adjust the areas where the overhead traveling vehicle 2 is prohibited from passing.

In the traveling vehicle system 1, the main body 62 includes first and

second beams

72, 73 extending in the left-right direction from the pole 71. The first beam 72 includes a first fixed beam 72A and a first movable beam 72B foldably connected to the tip side of the first fixed beam 72A via a first hinge 72C. The second beam 73 includes a second fixed beam 73A and a second movable beam 73B foldably connected to the tip side of the second fixed beam 73A via a second hinge 73C. The first reflector 74 is provided on the first fixed beam 72A, the second reflector 75 is provided on the second fixed beam 73A, the third reflector 76 is provided on the first movable beam 72B, and the fourth reflector 77 is provided on the second movable beam 73B. In this case, the folding structure makes it possible to easily adjust the areas where the overhead traveling vehicle 2 is prohibited from passing. In addition, the overhead vehicle stopping device 60 can be folded and carried, making it easier to handle.

In the traveling vehicle system 1, the first movable beam 72B rotates counterclockwise in a plan view around the first hinge 72C, and the second movable beam 73B rotates clockwise in a plan view around the second hinge 73C. The connection portion 91 of the first beam 72 on the pole 71 is spaced apart in the up-down direction from the connection portion 92 of the second beam 73 on the pole 71. In this case, it is possible to fold the first and second

movable beams

72B, 73B so that they overlap in a plan view. The thickness of the overhead traveling vehicle stopping device 60 in the stored state in the front-to-rear direction can be reduced.

In the traveling vehicle system 1, the engagement portion 61 engages with the pair of first rails R1, R1. The engagement portion 61 can pass through the gap G in the vertical direction, and has a C-shape that opens upward when viewed from a direction along the pair of first rails R1, R1. The engagement portion 61 includes an abutment portion 61A that abuts against the upper surfaces of the pair of first rails R1, R1. In this case, in a so-called grid system, it is specifically possible to engage the engagement portion 61 with the lattice-shaped rail R. The overhead traveling vehicle stopping device 60 can be attached to the lattice-shaped rail R simply by hooking the engagement portion 61 onto the pair of first rails R1, R1.

In the overhead traveling vehicle stopping device 60, in the fully deployed state, the third reflector 76 is provided in front of the first movable beam 72B, and the fourth reflector 77 is provided on the rear side of the second movable beam 73B. This makes it possible to prevent the third and

fourth reflectors

76, 77 from interfering with other components and being damaged when the first movable beam 72B is folded first when folding the overhead traveling vehicle stopping device 60 from the fully deployed state to the stored state.

12(a), 12(b) and 12(c) are plan views of a lattice rail R for explaining an example of the use of the overhead vehicle stopping device 60. In each figure, one square corresponds to one cell C in the lattice rail R. As shown in FIG. 12(a), when prohibiting passage through an area Z1 where eight cells C are arranged in the front and rear and four are arranged in the left and right, six overhead vehicle stopping devices 60 in the fully deployed state can be used. As shown in FIG. 12(b), when prohibiting passage through an area Z2 where seven cells C are arranged in the front and rear and four are arranged in the left and right, two overhead vehicle stopping devices 60 in the fully deployed state and four overhead vehicle stopping devices 60 in the semi-deployed state can be used. As shown in FIG. 12(c), even when prohibiting passage through a complex area Z3, it is possible to do so by appropriately using the overhead vehicle stopping devices 60 in the fully deployed state, the semi-deployed state and the stored state.

13(a), 13(b) and 14 are diagrams showing a cart 201 that houses an overhead vehicle stopping device 60. The cart 201 is a transport device that transports multiple overhead vehicle stopping devices 60 in an upright position. The cart 201 has a rectangular plate-shaped base 210, multiple pole stands 220 arranged in two rows on the base 210 along a predetermined direction, multiple casters 230 fixed to the underside of the base 210, pillars 240 erected at the four corners of the base 210, beam members 250 connected to the upper parts of a pair of pillars 240 facing each other in a predetermined direction, and partition members 260 that extend across the pair of beam members 250 and are arranged side by side at a distance in the predetermined direction.

The lower portion of the pole 71 of the overhead traveling vehicle stopping device 60 can be inserted into the pole stand 220. The pole stand 220 supports the pole 71. In a plan view, the multiple pole stands 220 in one row and the multiple pole stands 220 in the other row are aligned with a shift from each other in a predetermined direction. The spacing between the multiple partition members 260 corresponds to the spacing between the multiple pole stands 220 in the predetermined direction.

In such a cart 201, the lower part of the pole 71 of the overhead vehicle stopping device 60 in the stored state is inserted into and supported by the pole stand 220. At the same time, the folded first and

second beams

72, 73 are placed between a pair of partition members 260, and the first and

second beams

72, 73 are restricted from moving in a predetermined direction. In this way, the overhead vehicle stopping device 60 is stored so that it can be transported by the cart 200.

Although the embodiments have been described above, one aspect of the present invention is not limited to the above embodiments, and various modifications are possible without departing from the spirit of the invention.

In the above embodiment, the engaging portion 61 is a C-hook, but the form of the engaging portion 61 is not particularly limited. For example, the engaging portion 361 of a T-hook as shown in FIG. 15, FIG. 16(a), FIG. 16(b), and FIG. 16(c) may be used. The engaging portion 361 engages with a pair of first rails R1, R1 that extend in the same direction and are arranged close to each other. The engaging portion 361 includes an inserting portion 361X that is inserted between the pair of first rails R1, R1, and an abutting portion 361Y that is connected to the upper side of the inserting portion 361X and abuts against the upper surfaces of each of the pair of first rails R1, R1. The inserting portion 361X is a member having a rectangular parallelepiped shape. The abutting portion 361Y is a rectangular plate-shaped member. The inserting portion 361X is provided at both ends of the lower surface of the abutting portion 361Y in the longitudinal direction. The upper end of the pole 71 is fixed to the center of the lower surface of the abutting portion 361Y. The axial direction of the pole 71 is perpendicular to the underside of the contact portion 361Y.

In the above embodiment or modified example, the four parallel first to fourth travel paths K1 to K4 can be blocked, but this is not limited to this. In the above embodiment, it is sufficient that multiple parallel travel paths can be blocked, and for example, two parallel first and second travel paths K1 and K2 may be blocked, as in the overhead traveling vehicle stopping device 360 shown in FIG. 17.

The overhead traveling vehicle stopping device 360 includes a main body 362 instead of the main body 62 (see FIG. 3). The main body 362 includes a first beam (first arm member) 372, a second beam (second arm member) 373, a first reflector (first detectable portion) 74, a second reflector (second detectable portion) 75, and a plurality of pushers (push-down portions) 80.

The first beam 372 is a cylindrical member extending from the pole 71 to one side in the left-right direction. The base end side of the first beam 372 is fixed to the pole 71 via a connecting part 91. The first beam 372 is located directly below the first cell C1. The first beam 372 is provided with a first reflector 74 and a plurality of pushers 80. The second beam 373 is a cylindrical member extending from the pole 71 to the other side in the left-right direction. The base end side of the second beam 373 is fixed to the pole 71 via a connecting part 92 and a hinge 373C.

The second beam 373 moves so as to swing about an axis along the vertical direction of the hinge 373C. Specifically, the tip of the second beam 373 moves counterclockwise and clockwise toward the front in a plan view. This allows the second beam 373 to be foldable via the hinge 373C. In the open state in which the second beam 373 extends parallel to the first beam 372 (the second beam 373 is not folded), the second beam 373 is located directly below the second cell C2. The second beam 373 is provided with a second reflector 75 and multiple pushers 80. There is no particular limitation on the hinge 372C, and a torque hinge may be used, for example.

By opening the second beam 373, the main body 362 is in an expanded state in which the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along the second traveling path can detect the second reflector 75. On the other hand, by folding the second beam 373, the main body 362 is in a stored state in which the obstacle sensor S1 of the overhead traveling vehicle 2 traveling along the second traveling path cannot detect the second reflector 75. In this way, the overhead traveling vehicle stopping device 360 can be transformed between the expanded state and the stored state. As described above, the overhead traveling vehicle stopping device 360 makes it possible to adjust the areas where the overhead traveling vehicle 2 is prohibited from passing.

In the above embodiment or modified example, the layout of the first rail R1, the second rail R2, and the intersection rail R3 is not particularly limited, and various layouts may be adopted. In the above embodiment or modified example, the engagement portion 61 is engaged with a pair of first rails R1, R1 that are arranged close to or in contact with each other, but is not limited to this. The engagement portion in one aspect may, for example, engage with a pair of second rails R2 that are arranged close to or in contact with each other, may engage with the intersection rail R3, or may engage with one first rail R1 or second rail R2.

In the above embodiment or modification, the first to fourth detectable parts are the first to fourth reflectors 74 to 77, but are not limited to this. The first to fourth detectable parts may be, for example, block-shaped objects. At least two of the first to fourth detectable parts may be integral with one another. In the above embodiment or modification, a cylindrical member is used as the pusher 80, but the shape of the pusher 80 is not limited and may be various shapes.

In the above embodiment or modified example, the lattice rail R is formed by connecting multiple rail units 100 and hanging them from the ceiling, but this is not limited to the above. For example, the first rail R1, the second rail R2, and the intersection rail R3 may be hung directly from the ceiling by a hanging member or the like without being made into a unit.

In the above embodiment or modified example, the overhead traveling vehicle stop device 60 prohibits passage on at least the first and second traveling paths corresponding to the rails (here, a pair of first rails R1, R1) with which the engaging portion 61 engages, but is not limited to this. For example, passage may be prohibited on traveling paths that do not correspond to the first rail R1 or the second rail R2 with which the engaging portion 61 engages.

In the above embodiment or modified example, a grid system is used as the traveling vehicle system 1, but the traveling vehicle system 1 is not limited to a grid system. The traveling vehicle system may be equipped with one-way rails that are installed in advance to allow the overhead traveling vehicle to travel. In this case, for example, the overhead traveling vehicle stopping device is attached to a one-way first rail or a one-way second rail that is parallel to the first rail, and stops the overhead traveling vehicle from traveling along the first and second travel paths formed by the first and second rails.

The configurations in the above embodiments or modifications can be applied to the configurations in other embodiments or modifications. Parts of the configurations in the above embodiments or modifications can be omitted as appropriate without departing from the spirit of one aspect of the present invention. The present invention is not limited to the above embodiments, and various modifications are possible without departing from the spirit of the invention.

1...Traveling vehicle system, 2...Ceiling traveling vehicle, 12c...Tape switch (power switch), 60, 360...Ceiling traveling vehicle stopping device, 61A...Abutment portion, 61, 361...Engagement portion, 62, 362...Main body portion, 71...Pole (long member), 72, 372...First beam (first arm member), 72A...First movable beam (first movable part), 72B...First fixed beam (first fixed part), 72C...Hinge (first hinge), 73, 373...First beam (second arm member), 73A...Second movable beam (second movable part), 73B...Second fixed beam (second fixed part), 73C...Hinge (second hinge), 74...Second 1 reflector (first detectable part), 75...second reflector (second detectable part), 76...third reflector (third detectable part), 77...fourth reflector (fourth detectable part), 80...pusher (push part), 91...connecting part (connection point), 92...connecting part (connection point), 361X...insertion part, 361Y...contact part, C...cell, G...gap, K1...first travel path, K2...second travel path, K3...third travel path, K4...fourth travel path, R...lattice rail (rail), R1...first rail (first straight rail, straight rail), R2...second rail (second straight rail, straight rail), R3...intersection rail, S1...obstacle sensor.

Claims

A stopping device that is attached to a rail provided on a ceiling and stops an overhead traveling vehicle traveling along a traveling path defined by the rail,
An engagement portion that can be engaged with the rail;
a main body portion including an elongated member extending downward from the engagement portion,
The main body portion is
a first detected portion that is detected by an obstacle sensor of the overhead traveling vehicle traveling along a first traveling path in the traveling path;
a second detected portion that is detected by the obstacle sensor of the overhead traveling vehicle traveling along a second traveling path that is parallel to the first traveling path in the traveling path.
The elongated member has a rod shape,
The first detected portion has a plate shape with a thickness direction corresponding to a traveling direction of the first traveling path,
The overhead traveling vehicle stopping device according to claim 1 , wherein the second detected portion has a plate shape whose thickness direction is in the traveling direction of the first traveling path.
the main body portion includes a first arm member and a second arm member extending from the elongated member along a direction intersecting the elongated member,
The first detected portion is provided on the first arm member,
The overhead traveling vehicle stopping device according to claim 1 or 2, wherein the second detected portion is provided on the second arm member.
The main body portion is
3. The overhead traveling vehicle stopping device according to claim 1 or 2, which is capable of transforming between an deployed state in which the obstacle sensor of the overhead traveling vehicle traveling along the second traveling path can detect the second detectable portion and a stored state in which the obstacle sensor of the overhead traveling vehicle traveling along the second traveling path cannot detect the second detectable portion.
The main body portion is
3. The overhead traveling vehicle stopping device according to claim 1, further comprising a depression portion that depresses a power switch of the overhead traveling vehicle when the depression portion comes into contact with the overhead traveling vehicle.
The overhead vehicle stopping device according to claim 1 or 2, wherein at least one of the first detectable part and the second detectable part is configured to be removable from the main body part.
A rail provided on the ceiling, at least a portion of which is arranged in a grid pattern;
an overhead traveling vehicle that travels along a travel path formed by the rail;
3. A traveling vehicle system comprising: an overhead traveling vehicle stopping device according to claim 1 or 2, which stops the overhead traveling vehicle traveling along the travel path.
The rails include a plurality of first linear rails extending in a first direction, which is a horizontal direction, and a plurality of second linear rails extending in a second direction, which is a horizontal direction perpendicular to the first direction,
When a rectangular area surrounded by a pair of the first straight rails and a pair of the second straight rails in a plan view is defined as one cell,
the first detected portion is detected by the obstacle sensor of the overhead traveling vehicle traveling along a first traveling path, which is the traveling path that passes through a first cell;
the second detected portion is detected by the obstacle sensor of the overhead traveling vehicle traveling along a second traveling path that is the traveling path passing through a second cell adjacent to the first cell,
The main body portion is
a third detected portion that is detected by the obstacle sensor of the overhead traveling vehicle traveling along a third traveling path that is the traveling path that passes through a third cell adjacent to the first cell on an opposite side to the second cell;
and a fourth detected portion that is detected by the obstacle sensor of the overhead traveling vehicle traveling along a fourth traveling path that is the traveling path that passes through a fourth cell adjacent to the second cell on the opposite side to the first cell.
The main body portion is
9. The traveling vehicle system according to claim 8, wherein the traveling vehicle system is capable of transforming between a first deployed state in which the obstacle sensor of the overhead traveling vehicle traveling along the third traveling path is capable of detecting the third detectable part and the obstacle sensor of the overhead traveling vehicle traveling along the fourth traveling path is capable of detecting the fourth detectable part, a second deployed state in which the obstacle sensor of the overhead traveling vehicle traveling along the third traveling path is unable to detect the third detectable part and the obstacle sensor of the overhead traveling vehicle traveling along the fourth traveling path is able to detect the fourth detectable part, and a stored state in which the obstacle sensor of the overhead traveling vehicle traveling along the third traveling path is unable to detect the third detectable part and the obstacle sensor of the overhead traveling vehicle traveling along the fourth traveling path is unable to detect the fourth detectable part.
the main body portion includes a first arm member and a second arm member extending from the elongated member along a direction intersecting the elongated member,
The first arm member includes a first fixed portion and a first movable portion foldably connected to a tip side of the first fixed portion via a first hinge,
the second arm member includes a second fixed portion and a second movable portion foldably connected to a tip side of the second fixed portion via a second hinge,
The first detected portion is provided on the first fixed portion,
The second detected portion is provided on the second fixed portion,
The third detected portion is provided on the first movable portion,
The traveling vehicle system according to claim 9 , wherein the fourth detected part is provided on the second movable part.
the first movable portion rotates around the first hinge in either a clockwise or counterclockwise rotation direction in a plan view,
the second movable portion rotates around the second hinge in the other of a clockwise and a counterclockwise rotation direction in a plan view,
The traveling vehicle system according to claim 10 , wherein a connection point of the first arm member to the elongated member is spaced apart in a longitudinal direction of the elongated member from a connection point of the second arm member to the elongated member.
The rail is
A plurality of straight rails;
An intersection rail is arranged adjacent to the end of the straight rail with a gap in the horizontal direction,
The engagement portion is
Engage with a pair of the linear rails extending in the same direction and arranged so as to approach or contact each other,
Able to pass through the gap in a vertical direction,
When viewed from a direction along the pair of straight rails, the rail has an upwardly opening C-shape,
The traveling vehicle system according to claim 7 , further comprising an abutment portion that abuts against an upper surface of each of the pair of straight rails.
The rail includes a plurality of straight rails,
The engagement portion is
Engage with a pair of the straight rails extending in the same direction and arranged close to each other,
8. The traveling vehicle system according to claim 7, further comprising: an insertion portion that is inserted between the pair of straight rails; and an abutment portion that is connected to an upper side of the insertion portion and abuts against an upper surface of each of the pair of straight rails.